Apparatus for starting internal-combustion engines.



A. H. TIMMERMAN, E. L. COOLIDGE & S. SPARROW.

APPARATUS FOR STARTING INTERNAL COMBUSTION ENGINES.

Patented June 13, 1916.

2 SHEETS-SHEET 1.

APPLICATION FILED OCT-25, I 9I2.

lTi/ESSES: [NI/EN 7035.

67 3f 65051299 and 5% flm I ATTORNEY,

A. H. TIMMERMAN, E. L, COOLEDGE 8: S. SPARROW. APPARATUS FOR STARUNG WTERAAL cemsusnom 5111111153,

APPHCATION FILED 061.125.1912. 1 A 1 1 1mm ($11111 L5, 1914).

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UNITED STATES PATENT oFFIcn.

ARTHUR H. TIMMERMAN, EDWARD L. COOLIDGE, A'ND'SIMON SPARROW, OF ST. LOUIS,

MISSOURI, ASSIGNORS TO WAGNER EL'EC'JTIHLC MANUFACTURING COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF MISSOURI.

APPARATUS FOR STARTING INTERNAL-COMBUSTION ENIGINES.

Specification of Letters Patent. Patented June 13 1916,

Application filed October 25, 1912. Serial No. 727,712.

To all whom it may concern Be it known that we, ARTHUR H. TIMMER MAN, ED\VARD L. Common, and SIMON SPAR- now, citizens of the United States of America, residing at the city of St. Louis, State of Missouri, have invented a certain new and useful Apparatus for Starting Internal- Combustion Engines, of which the following is such a ,full, clear, and exact description as will enable any one skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification.

Our invention relates to apparatus adapted to start internal combustion engines and to operate in conjunction therewith for gen-' erating electrical energy.

It is particularly applicable to automo-' biles driven by gasolene engines, and comprises, in general, a dynamo electric machine, a storage battery, and means for connecting the dynamo electric machine to the engine.

It is the object of the invention to provide a SGIIE-I'QCIlPGLHtlX'G apparatus, 2'. (2., one in which the energy consumed in starting the engine and in supplying the lights and ignition system ofthe vehicle will be restored to the storage battery when. the engine operates under its own power: and further to produce an apparatus of this character which will be of small dimensions. positive in action and eflicient and simple in operation.

Referring to the drawings which illustrate one embodiment of our invention, Figure 1 is an end view showing the dynamo elec- I trio machine, the engine and the devices connecting them; Fig. 2 is a side view of the dynamo electric machine and a portion of the connecting devices; Fig. 3 is a plan view of the brake controlling lever and connections, Fig. 4 illustrates one suitable arrange ment of the electrical circuits between the dynamo electric machine, the storage battery and the starting switch; Fig.5 is an' end view, and Fig. 6 a side view, each partly in section, of the gearing forming a part of the connections between the dynamo electric machine and engine.

Like marks of reference indicate like parts in the several figures.

2 is the dynamo electric machine ,pro vided wlth a shaft 3 carrying the pinion 13 bound to said shaft bymeans of the key 12,

as most clearly shown'inFigs. 5 and 6. This I in'Figs. l and 2. This shell or casing is free to "revolve about'the shaft 3, for it is centered on the sleeve 4.- and on thepinion 13 by means of rings or sleeves 10 and 11 of suitable material. The flange 17 which carries the-planet wheels lt and forms part of the sleeve 4 is of considerably smaller diameter than the boreof the rim 7, but can, nevertheless, engage. said rim by means of wedges 18 contacting with theinner side of the rim 7 and also with thefiat surfaces 60.

provided near the periphery of the flange 17. These surfaces form *a small angle with the tangent to the bore of. the rim 7 at themiddle point of contact between said rim and the wedges 18. The wedges 18 are forced into contact with the bore ofthe rim 7 and with the surfaces 60 of thefia'ng'e 17 by means ofsprings 19 resting against projections of the flange 17,'as clearly shown in Fig. 5. The sleeve 4 which'is'loosely mounted on the shaft 3 but is geared to it by means of-the planet wheels 14 and the pinion 13, carries a pinion 5 connected to it by means of the key 6. A chain 21 connects the pinion 5 to the wheel 22 mounted on the shaft of the engine 23. i

. One end of the brake band 20 cooperating with the rim 7 is attached to a projection 25 of the frame'of'the dynamo electric machine 2 by means of the rivet 24. The other end of this brake is resiliently connected to the short arm of lever 28, pivoted at 29, by means of the link or rod 27 and the spring 26. The long arm of the lever 28 is connected to rod 31 to which is also connected the lever 33 which operates the switch or controller to reorganize the connections between th j and to bring the lever 33,;i11to the running end of this wind ator storage battery and the dynamo electric machine, in the manner indicated in Fig. 4, by moving the drum 61 attached to the same pivot or shaft 34. The spring 32 attached. to the frame of thedynamo electric machine and also to the lever 33, always tends to bring the latter back to position 35, thus releasing the tension on the band brake. The rod 31 is actuated in any desired manner by the operator.

1 When the operator releasesthe rod 31, allowing the spring 32 to release the brake position 35, then the electrical connections are as shown in Fig. 4, theposition of the drum 61 shown in that figure corresponding to the position 35 of the %lever 33 of Fig. 2. It is seen that the storage battery can be connected to the consumption circuit 57, 58 comprisin by means 0 the switch 59. The positive pole of this battery is connected to the brush 46 cooperating with the commuted winding 44 of the armature and also to one endof the shunt winding 43. The other I ing is connected by way of the winding 42 to the brush 45 cooperating with the commuted winding 44. The shunt winding 49 of the automatic switch 48 is connected across the brushes 4.5, 46, and the brush 45 is connected to the contact 51 of the automatic switch -through the series Winding 50 of the automatic switch 48. The negative pole of the battery is connected to the movable contact 52 of the automatic Switch 48 by way ofthe movable armature 53 thereof pivoted at 54. The contact 41 is so aha d and so located on thedrum 61 that W en-the operator moves the rod 31 in 6 direction of thearrowlshown in Fig.2 and the lever 33 reaches the position 36, the negative terminal, of the battery is connected to thebrush .45 by way of the contacts 62 and 39; to the shunt winding 43 by way of the contacts 62 and 40; and the contacts 39 and 40'.ar'e short-circuited. When the lever 33 reaches its position 36, the tension on the band brake 20 is still very small and allows of practically free rotation of the casing 7 inclosing the planetary gear. The connections established by the drum (31 at this point, therefore, enable the dynamo electric machine to'start as a motor with practically no load,, .being driven from the store e battery. It is only after the operand brought the lever 33 into the position 37, that the band brake is tightened and holds the casing 7. The movement .of the lever 33 fromposition 36 to 37 does not alter the electrical connections.

When the engine is standing still, then' there will be no E., M. F. at the brushes 45,

translating devices such clockwise about as increased-the pullon the rod' 31- 49 of the automatic switch 48. This switch will. be open, storage battery 55 will. be the only source available for feeding the consumption circuit 57, 5S.

The operation of the apparatus-will now be described somewhat more in detail. Assuming the spring to be in full control, the lever 33 will stand in position 35 and the band brake 20 will hang loosely about the casing 7. The drum 61 of Fig. 4 will stand in the position shown in that figure. When the engine 23 is running in a clockwise direction, as shown in Fig. 1, then it will drive the sleeve 4 and the flange 17 by way of the wheel 22, the chain 21 and the pinionof, while the flange 17 will drii e the pinion- 13 and, therefore, the shaft 3, by way of the )lttIlClJ wheels 14, the wedges 18 and the casing 7. Under these condltions, the gear ratio between the shaft 3 and the engine shaft will only depend on the relative number of teeth on the pinion .5 and the wheel 22. The direction of rotation of the pinion 13 will also be clockwise. One suitable ratio for the wheels 5 and 22 is 3 to 1. The reason why the engine Will drive the shaft 3 at a. speed depending on the ratio of the wheels 22 and 5, can best be explained by reference to Fig 5. The pinion 13 coupled to the shaft 3 carrying the armature of the dynamo electric machine will naturally have a certain amount, of inertia. Furthermore, when once set in motion, it will require a certain amount of torque to keep it running, owing to friction and to the fact that the dynamo will very soon become self-exciting. For all these reasons the pinion 13 will tend to remain at rest, with the result that when the flange forming part of the sleeve 4 is set in motion by the engine, in a clockwise direction, the planet wheels 14 pivoted on the shafts 15 attached to the flange-17 will tend to roll. on the pinion 13 and also to revolve their shafts This to tation of the pinions 14 will cause the rim 7 to move in a. clockwise direction at a greater speed than the flange .17, for the reason that it is impelled in that direction not only by the rolling of the planets 14 on the pinion 13, but also by the revolution of these planet wheels on their shafts 15. soon as therim 7 moves in a clockwise dis rection, but faster than the flange 1.7, then.

as shown in Fig. 4, and the now drive the ever increasing current through the shunt winding 49 of the automatic switch 48.- This winding is so adjusted that the movable armature 53 is attracted and connects the contacts 51 .and 52 as soon as the dynamo voltage hasreached a value approximately equal to the normal voltage of the storage battery 55.. After this, a further, increase of the engine speed will cause the dynamo to send a charging current into the storage battery 55. This current circulating through the series coil 50 of the auto: matic switch 48 will increase themagnetization of the latter,'keeping the armature 53 in place. The series winding 47-opposing the shunt magnetization due to the. shunt windings 42 .and 43 is oneway of limiting the current output of the dynamo and thus projecting the storage battery. Should the engine speed decrease instead of increasing after the automatic switch 48 has operated, then the voltage of the storage battery 55 will very soon overpower the voltage generated in the dynamo and send a reverse current through the latter. This reverse current will have to flow through the series Winding 50, opposing the magnetization].

produced by 49, reducing the total magnetization of the automatic switch and cansing the armature thereof to drop away, thus interrupting the charging circuit.

lVhen it is desired to start the engine, the

operator pulls the rod 31 in the direction of the arrow shown in Fig. 2. As soon as the lever 33 has reachedthe position 36, the

casing 7 the operator now increases his pull on the rod 31 and gradually brings the lever 33 into the position 37, he thereby tightens the brake band 20,. 'a11d theleverages are so chosen that he is able, with little effort, to bring the to rest and to hold it stationary. As the speed of counterclockwise revolution of the'casing is diminished by the application of the brake, so the torque impelling the flange 17 in a clockwise directionbecomes greater. and greater. At least by the time the casing 7 is brought to rest, the torque is suthcient to start the engine, \Vith the casing 7 held fast and with the pinion 13 revolving in a clockwise direction, the planets 14 are forced to revolve about their shafts drum 61 will havereached a position in.

which thefllow resistance shunt winding 43 and the armature 44 are connected in para allel circuits across the terminals of the storage battery 55. Under these conditions, the

dynamo electric machine will operate as a ful torque, and the connections are so arranged that it will-drive the pinion 13 in a clockwise direction; This'movement of pinion 13 will cause the planets 14 to revolve in a counterclockwise direction about their shafts 15, and because these planets are geared to the casing 7, whlch has a certain amount of inertia, the revolution of 13 will also cause the flange 17, on which the planets are motor and will start rapidly with a powerthe engine.

when the motor drives the engine through the, planetary gearing and by way of the chain 21, then the gear ratio between the motor shaft and the engine shaft is 10 to 1. thus permitting of a comparatively small -mot0r developing a suiiicient torque to start i As has already been explained, the wedges '18 readily permit of the rim 7 being held fast and of the flange 17 being revolved in a, clockwise direction, the friction between saidwedges and the rim 7 tending to keep these wedges out of engagement. Should. the engine back fire, the rotative member comprising the flange l7 and the sleeve 4,

is momentarily propelled in an anticlockwise direction, the wedges 18 become opera- --tive, the engine torque is transmitted by them to the casing 7 and causes the latter to slip within the band brake, thus limiting tionary after possibly moving through a small angle, because it is directly geared to the engine and the latter requires a very powerful torque in order to move'ita If the. shock on the teeth of the gear. When the engine begins to run under its .own power, it is only necessary for the operator to release the rod 31. allowing the lever 33 to return into the running position 35, thereby. establishing the electrical running condi-' tions already discussed in connection with Fig. 4, and releasing the band brake. soon asthis band brake is released, the 'cash1g7 begins to revolve'in a, clockwise direc-- tion at an ever increasing s )eed, roaches thespeed at which the flange 1 is revolving in thatml-ircction and very soon exceeds that speed. As soon as the speed of the rim 7 has exceeded that of the flange 17 by a sufficient amount, the wedges 18 come into play,

andglock the rim 7 to the flange 17, thus cutting out the reduction of to 1 introduced by the wietary .gear, thereby limit- As i an engineshaft, connecting ing the maximum speed of the dynamo electric machine to three times that of'the engame.

As heretofore pointed out, the lever 28 is connected with the brake band through saring 26. Should the operator not release the brake rod 31 just at the moment the engine starts, the casing 7 will nevertheless be permitted to readily slip under the brake band by reason of the fact that its direction of rotation is such as to tend to stretch the spring 26 and thereby lessen the friction between the casing 7 and the brake band.

It will be understood that the particular type of dynamo electric machine illustrated forms no part of the invention and that any suitable type of such machine may be used.

Having fully described our invention,

what we claim as new and desire to secure by Letters-Patent of the United States is:

In combination, a motondynamo'shaft, devices adapted to transmitpower at a certain speed ratio from the engine shaft to the motor-dynamo tive member, a

shaft, and means under the control of the operator for rendering said connecting devices operative to transmit power from the motor-dynamo shaft to the engine shaft and at a speed ratio different from that existing when power is transmitted from the engine shaft to the motor-dynamo shaft.

2. In combination, a motor-dynamo shaft,

an engine shaft, connecting devices betweenthe motor-dynamo shaft and engine shaft comprising a gear member so mounted as to be capable of both rotative ment, and means normally preventing rotative movement 0 said gear member when power is transmitted from the engine shaft to the motor-dynamo shaft.

' 3. In combination, a motor-dynamo shaft, an engine shaft, connecting devices between the motor-dynamo shaft and engine shaft comprising a loosely mounted gear, a rotative member, a pinion carried thereby in mesh with said gear, and means normally preventing relative motion between the rotative member and the loosely mounted gear when power is transmitted 'rom the engine shaft to the dynamo shaft. I

4. In combination, a motor-dynamo shaft,

an engine shaft, connecting devlces between the motor-dynamo shaft and engine shaft, comprising a loosely mounted gear, a rotapinion carried thereby in mesh with said gear, means normally pre venting relative motion between the rota'tive member and the loosely mounted gear when power is transmitted from the engine shaft to the dynamo shaft, and means under the control of the operator for preventing rol tation of the loosely mounted gear.

5. In combination, a motor-dynamo shaft,

an engine shaft, connecting devices between the motor-dynamo shaft and the engine power is transmittedto the dynamo shaft, anda brake and bodily inoveshaft comprising a loosely mounted gear, a relative member, a pinion carried thereby in mesh with said gear, means normally preventing relative motion between the rotative member and the loosely mounted gear when rom the engine shaft to the dynamo shaft, and a'brake for the loosely mounted ear.

In combination, a motor-dynamo shaft, an engine shaft, connecting devices between the motor-dynamo shaft and engineshaft comprising an internal gear, a rotative member, a pinion carried thereby in mesh with said internal gear, and clutching means normally preventing relative motion between the rotative member and the internal gear when power is, transmitted from the engine shaft to the dynamo shaft.

7. In combination, a motor-dynamo shaft,

.an engine shaft, connecting devices between tative memberand the internal gear when power is transmitted from the engine shaft or the internal gear.

8. In combination, a motor-dynamo shaft, an engine-shaft, means for connecting: the motor-dynamo. shaft and the engine shaft comprising a loosely mounted-gear, abrake therefor, brake operating means, a yielding connection between the operating means and the brake, and means tending to hold the brake in released position. i

9. In combination, a motor-dynamo shaft, an engine shaft, connecting devices between the engine-shaft and motor-dynamo shaft comprising tive member, a pinion carried thereby in mesh with said gear, a wedge carried by the rotative member and adapted to contact with a surface of the loosely mounted gear, and resilient means tending to hold the Wedge in operative position. i i

a loosely mounted gear, a rota- 10. In combination, a motor dvnamo shaft, an engine shaft, connect'ing evices between the motor-dynamo shaft and enrotative member, a pinion'carried thereby in mesh with said internal geary'a sliding wedge seated in a recess in the rotative member and adapted to'contact with a surface of the internal gear, and, cans under mounted on said shaft end,suitably eongine shaft comprising an internal gear, ar motor-dy- 'nected to the engine shaft, an internal gear also loosely mounted on the motor-dynamo shaft, a pinion carried by the rotative member and meshing with the pinion on the motor-dynamo shaft and with the internal gear, means whereby rotation of the inter nal gear may be prevented when desired, and means normally preventing relative movement between the internal gear and the rotative member when power is transmitted from the engine shaft to the motor-dynamo shaft.

12. The combination with a motor-dynamo shaft, of an engine shaft, connecting devices between the motor-dynamo shaft and engine shaft comprising a pinion on the motor-dynamo shaft, a rotative member loosely mounted on said shaft, a planet wheel carried by the rotative member and meshing with said pinion, a loosely mounted casing provided with a clutching surface and with an internal gear meshing with the planet wheel, a clutching wedge adapted to cooperate with the casing and the rotative member, a brake for the casing, and means for connecting the rotative member to the engine shaft. I

13. In combination, a motor dynamo shaft, an engine shaft, connecting devices adapted to transmit power from the engine shaft to the motor-dynamo shaft, and means under the control of the operator for rendering said connecting devices operative to transmit power from the motor-dynamo shaft to the engine shaft.

lei. In epicyclic gearing, the combination of a rotative member, a pinion carried thereby, a loosely mounted gear wheel in mesh with said pinion, a second gear 'wheei in mesh with the pinion, and means for-automatically locking together the loosely mounted gear wheel and the rotative member, the'operation of said means being dependent upon the direction of rotation of the rotative member.

15. In epicyclio gearing, the combination of a rotative member, a pinion carried there by, a loosely mounted gear wheel in mesh with said pinion, a brake for said gear, a second gear wheel in mesh with the pinion and means for automatically looking together the loosely mounted gear wheel and the rotative member, the operation of said means being dependent upon the direction of rotation of the rotative member.

In testimony whereof we have hereunto set our hands and affixed our seals in the presence of the two subscribing witnesses.

All. TIMMERMAN. [1... s] E. L. COOLIDGE. [n s] SIMON SPARBOW. [1a. s]

Witnesses:

VAL. A. FYNN, EMILY W. HEUERMAN. 

